Improvement in steam-power air-brakes and signals



GEORGE WESTiNGHOUSE, Jr.

lmpr'ovemen in Seam Power A Brakes anniv Signals.y

NO. 124,404. Patented M'arch51872 /1 Ik K v UNITED STAfrEs yPI-rrEIvrr QEEIcE.

GEORGE WESTINGHOUSE, JR., OF PITTSBURG, PENNSYLVANIA.

Specification fdrming part of Letters Patent No. 124,404, dated March 5, 187:2.

SPECIFICATION.

.To all whom it may concern:

Be it known that I, GEORGE WEsrINe- HOUSE, Jr.7 of Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Steam-Power Air-Brakes and Signal; and I do hereby declare the following to be a full, clear, and exact description thereof, reference being had to the accompanying drawing Inaking a part of this specilication, in which- Figure l is an invert-ed view of a car-body with my improved apparatus attached thereto. Fig. 2 shows the arrangement of the airbra-ke pipes with reference to the main reservoir. Fie'. 3, in connection with Fig. 2, illus-` trates thc use of the apparatus for signaling. Fig. 4 is an enlarged View of the gauge-index, and Figs. 5 and 6 are enlarged and detached views of the tripping apparatus of Fig. l.

Like letters of reference indicate like parts in each.

In the steam-power air-brake apparatus heretofore in use a single line of pipe conveys the compressed air from the Inain reservoir on the locomotive to each brake-cylinder. If this pipe becomes accidentally broken at any point it is, of course, useless for braking purposes from that point to the rear end of the train. For this and other reasons I have devised an apparatus consisting in part of a double line of brake-pipes, which may be co-operative or independently operative in braking at the pleasure of the engineer7 and which as a sep-l arate device I have included in a separate application.

The improvement herein described relates to the same cla-ss of apparatus; and consists in the features of construction and combination7 substantially as hereinafter claimed, by which, first, an air-reservoir, auxiliary to or independent ofthe main reservoir, is combined on cach car with the brake-cylinder; second, by means of a cock or cocks, with suit-able ports, such additional reservoir, when used as an auxiliary reservoir, is charged with compressed air from one brake-pipe, and the brakecylinder from the other, such pipes in such use being interchangeable or not, at pleasure; third, and by means of 'al single cock with suitableports either brake-pipe may be used for charging the reservoir and the other for operA ating the brakes; fourth, when a car becomes disconnected from the train by accident or otherwise, a port or ports will thereby be opened in a communicating-pipe or pipes, by which the air from such auxiliary reservoir will be admitted freely to the brake-cylinder, so as automatically to apply the bra-kes; and iifth, the conductor and engineer may 'communicate signals or orders to each other by the use ofthe brake-pipes and the compressed air.

Some of the functions above specified are performed by the apparatus described in the separate application above mentioned; and hence in such cases I limit myself in this application to the means set forth or their substantial equivalents.

To enable others skilled in the art to make and use my improvement, I will proceed to describe its construction and Inode of operation.

The brake-pipes B B1 extend along under the body of each car A from end to end, and the pipes of one car are coupled to those of the next by the hose and coupling connections described in patent granted to Ine Au- August 8, 1870, and thereby connection is made with. the main reservoir A1. rIhe brake-cylinder C is of the usual construction. An air-re ceiver, D, is attached to the bottom of the car A. This receiver should ordinarilyybe somewhat larger than the brakecylinder U, and strong enough to sustain a pressure of, say, one hundred pounds per square inch, more or less. It may be used as a reservoir auxiliary to the main reservoir A1, or as an inde- .pendent reservoir, one on each car, for storing up the air necessary to apply the brakes. In this latter use I combine with it any known device for compressing air, such as an airpump, fan-blower, steam-injector, Svc. and if an air-pump it may be worked by an eccentric on one of the car-axles A2 or in other known way. A pipe or air-passage then eX tends directly or indirectly from it to the brakecylinder C, with a stop-cock dev ice therein, by which the compressed air is admittedvat pleasure from such reservoir D to the brakecylinder, so as to apply the brakes in the usual way. ,By the means set forth reservoir l) is recharged from time to time, as may be neces sary, in order to keepa store or supply of compressed air always on hand and ready for use. But the chiet' use which I contemplate for this reservoir D is as an auxiliary to the main reservoir A1. One brake-pipe, B, I use in the ordinary 'ayfor conveying compressed air from the main reservoir A1 to the brake cylinder C, and the other pipe, B1, I always keep in open eoi'nmunication with the main reservoir A1, so that it is always illed with compressed air; but it is innnaterial in the construction shown which pipe. is'used for either purpose. Acrosspipe 32 B3, connects the pipes B B1, and from their point ot' junc tion the pipes b b1 branch oft', one to the brakecylinder (.l and the other to the auxiliary reservoir l). At the junction of these pipes in a| suitable case, d, l arrange a cock, d1. having two non-comnmnicating ports, a al, such that i i one adjustment they will open conuuunication from l22 to b, and from B3 to bl,- and in the other adjustment from B3 to I) and from .B2 to b1. With the adjustment shown the pipe B1 is to be used as a reservoir-pipe for containing compressed air and conveying the same to the auxiliary reservoir l), and the other pipe B is the ordinary operating-pipe for operating the brakes in the usual way.

It will be seen that by turning the cock d1 one quarter way around the relation ofthe pipes B B1 to the auxiliary reservoir l) and vthe brake-cylinder (l will be reversed, but that the operation otherwise will remain the same. I also so construct my apparatus that when a car leaves the track or becomes uncoupled from the train the brakes will be. automatically applied by lneans ot' the Compressed air which is stored up in the reservoir-pipe and the auxiliary reservoir.

For this purpose I connect the pipes B .Bl with each other near the ends of the car by cross-pipes E F1. In two diagonally-opposite corners of the parallelogram thus formed I make cases el for the three-way cocks e, though one such cock and case will suliice to perform the function in view. Then the cars are running these cocks are both in the position shown at the upper right corner ot' Fig. l, so as to leave a free communication through the pipes B B. Each cock e is provided with a handle or arm, which (by means hereinafter described) is, when a coupling breaks or a car leaves the track, shifted soas to throw the cock to the position shown at the lower left-hand corner ot' Fig. 1, by which through communication is closed and the compressed air passes from the reservoir-pipe BL and auxiliary reservoir D aroululthrou gh the olierating-pipe B and pipes B2 to the brakeeylinder C, and applies the brakes.

To give the cocks this throw I have shown two devices, which are illustrated in Figs. l, 5, and 6. In Fig. 6, e1 represents the cockcase; e?, the stem of the cock e; and e3, the shifting-handle, which, in this figure, is in the position it occupies when through communication is open. From a wrist on this handle e3 a crankfarm, m, extends back to, and,

by a catch, m1, engages, a counter-catch, 0. A' spring, oie/2,01' its equivalent, a weight, is arranged in connection with the crank-arm m, so that when the catch is released the arm will, by a forward throw, shit't the position otl the cock e, as above indicated. To effect this release I introduce under the arm m a trippinghead or lever, i', preferably of circular form, so that it will bear against the arm m whichever way it is moved, and from at or about its central point a,- tripping-stem,'11', extends downward such distance that when the, car is on the. track, it will clear thc ground, but when the car leaves the track it will strike the ground, the track, or ties, and, by a vertical, ibrward, or back or side motion, lift the arm m and disengage the catch with the result already stated. But to shift thc position of the cock when the car-cmiplings break, while the car is still on the track, l run a cord or chain, y, or equivalent device from the outer end of the handle c3 forward and attach it to the hose-coupling y1 ot' that or the next car at such point forward of the cslack that when thel cancoupliugs break and the slack-hose is straightened out the handle `c3 will, by the cord jij, bc drawn over far enough to shirt the position of the cock e, as already explained. ln this way the brakes are automatically applied, in case of accident, to any part ot' the train. The same wire or chain l1, or another,

'.may extend in like manner from the coupling yl to the stem il, or to any other device which will disengage the catch m1 0 with like result to that already stated. A slot, fr, is made in the forward or outer end of the arm m, in which the wrist ofthe handle c3 plays, in order that the cock may be shifted by the wire y independently ofthe arln m. But other devices l'or automatically shitting the cock c may be employed; my present invention not being limited to those described. To the main reservoir A1 is attached any suitable form of pressure-gauge, as shown at j', and to each brake-pipe B B1 I attach a pressure-gauge of like suitable form g g1, and arrange in convenient proximity to each an alarm-whistle, 71l h1. These gauges g gl and whistles h t are for use in signaling. Each one has a graduated index (illustra-ted in Fig. 4) so constructed, with reference to the pressure of air in the pipes, that a certain amount or degree of pressure-say one-half pound per square incl1-shall send the index finger s to the graduation 2; a pressure alittle greater, to 3; and so on. By a system agreed on, each graduation indicates a separate order or message, as tlag station,77 stop for orders,7 dangerrun slow,7 danger-stop, &c.; the highest' or last graduation, preferably, indicating stopiy rl'he gauge is so constructed that greater degrees of air pressure will not effect it. "In each car a like gauge is arranged, as shown at g2, Fig. 3, and a pipe connection7 a al, extends from it to the brake-pipes B B1. This gauge is arranged at any suitable point in the car, and its pipe connections are fittedwith a cock, n2, which is accessible to the conductor, andot' which he carries the key. These pipe connections n nl and cock n2 are such that, on the cock a2 being opened, the compressed air will be admitted from the reservoirpipe (say B1) both to the gauge g2 and to the other or operating-pipe B, along which it will pass to the gauge g in the engineers cab. The conductor opens the cock n2 till the pressure of air has moved the index finger s to the graduation which indicates the order he wishes to give the engineer, and then closes it. The index finger on the engineers gauge will, in like manner, be caried to the same graduation, and the alarm otl the whistle Will call his attention to it. By reversing` the operation the engineer may communicate messages to vthe conductor.

the other as an operating-pipe, only one of.

the gauges g g1 will be required, and, of course, it should be arranged on the operating-pipe.

It will be seen that the conductor, by fully opening the cock, in case of extreme danger, will be enabled to apply the brakes,` himself, as well as notify the engineer, since the air will ilow over by the pipes n al from the reservoir-pipe Bl to the operating-pipe B, and thence to the brake-cylinders. Also, that if it be desired to com mimica-te but a single order, the gauges g g1 g2 may be dispensed with, and theorder be communicated by a whistle blast, What I claim as my invention, and desire to secure by Letters Patent, is-

1. An air-reservoir arranged on each separate car in combination with an air-brake cylinder, D, and main reservoir A1 on or near the locomotive, substantially as and for the uses set forth.

2. rEhe combination of the pipes B B1 B2 B3 b b1 with a suitable arrangement of ports for admitting air to the auxiliary reservoir l) and brake-cylinder (l, substantially as and for the uses set forth.

3. The cock d1 having ports a al, and arranged relatively to the air-reservoir D, brakecylinder C, and pipes B B1, substantially as described.

4. A cock, e, arranged in an air-brake pipe, with a suitable arrangement of ports inside and an automatically-operating connection outside, whereby, in case of accident, a free communication will be opened from an auxiliary reservoir, C, to a brake-cylinder, l), and external communication be closed, substantially as set forth.

5. In combination with a pair of air-brake pipes, B B1, a signaling apparatus consisting essentially of an alarm or index guage, or both, on or near the engineers cab, a pipe connection on or in one or more ofthe cars, from one pipe, B, to the other, B1, and like means in connectionl therewith for regulating or fixing the alarm to be given, substantially ,as set forth.

In testimony whereof I, the said GEORGE WESTINGHOUSE, Jr., have hereunto set my hand.

GEO. WESTINGHOUSE, J R.

Witnesses:

J oHN H. JOHNSON, G. H. CHRIsrY. 

